On March 31, 2019, New York City approved its $175,000 2020 budget including a plan to implement congestion pricing below 60th Street in Manhattan. While details continue to be finalized, congestion pricing is expected to begin as early as 2021. This future rulemaking has sent private buses, truck owners and more into a race for exemption from this daily fee.

Congestion pricing is a form of demand-side economy that turns an eye towards controlling street equity in the hopes of paying for the estimated $40 billion needed to improve and repair the “death spiral” of New York City’s public transport systems, including their notorious subways and buses. The fee is daily and is expected to be $11.50 per car and $25 per truck. There is yet no information on the charge for private buses. These efforts should limit traffic congestion and finance the city’s hefty pubic transport repairs, while also limiting greenhouse emissions.

Like any move of the government, congestion pricing has its advocates and naysayers. Everyone wants better public transportation, but no one wants to pay for it. Those already planned to be exempt are emergency vehicles, vehicles carrying the disabled, drivers who live in the congestion zone and drivers who use the West Side Highway and Franklin D. Roosevelt Drive to pass through Manhattan. Those who still seek exemptions include the police, motorcycle riders, commercial truckers, New Jerseyans, private bus operators and more. The arguments for the hopeful are obvious. People do not want to be charged for going where their job takes them. Still, it does not appear any exemptions will fall in favor of private bus operators. One of New York City’s inspirations is Stockholm, Sweden, which accomplished clearer streets and air by implementing congestion pricing in 2007. Stockholm exempted too many vehicles and fell short in reaching its projected budget by 14 percent. Congestion pricing for New York City has projected a revenue of $1.5 billion, a far cry less than the city’s repair bill, which means every penny counts. Seeing this financial failure overseas may create tightfistedness in Governor Andrew Cuomo, the man in control of exemptions and the Metropolitan Transportation Authority.

If New York City allows any exemptions, the likelihood of private bus and truck operators finding leniency is slim to none. The FixNYC study, one of the studies used to help guide New York City’s traffic project, cites privately-owned buses as “detrimental” to street equity, especially in targeted Lower Manhattan. The study alleges that the number of tour buses in New York City has exploded. Many believe the high number of charter and tour buses is a problem because (due to limited parking opportunities) drivers are forced to lap around town waiting for a space, thus creating more traffic congestion. Others complain that private buses distract from public buses – a recipient of the foreseen revenue.

Those in favor of allowing private buses exemption, like the Bus Association of New York (BANY) or Bus4NYC, believe that buses are an easy scapegoat. Due to their size, they only appear to clog the streets. BANY also believes making buses pay a daily fee would only force bus operators to raise fares, discouraging new patrons. This would prevent a reduction in traffic congestion as would-be bus users remain in their cars.

New Jersey politicians threaten to make the situation increasingly bleak. Seeming to take the plan personally, they vow to fight a system they view as tolling commuters twice. Steven Fulop, mayor of Jersey City, has even suggested that New Yorkers traveling to New Jersey should face a fee as well. New Jersey Representative Josh Gottheimer described congestion pricing as New York physically beating up New Jersey.

Congestion pricing, however, is not targeting New Jersey commuters, but rather anyone who wants to drive a private vehicle into Lower Manhattan. Knowledge of congestion pricing’s objectivity, however, does not make it an easier pill to swallow. Some New Jersey citizens online have even vowed to never return to Manhattan. The power is clearly in New York’s hands, as the rage and sworn abstinence still achieves what congestion pricing is meant to do – clear the roads. The cry from New Jerseyans may as well fall on deaf ears. The same can be said of other groups hoping for exemption. Unless, they can prove they are of more worth to New York City present than absent, it is unlikely they will achieve exception If congestion pricing can be done smoothly, New York may need to look towards London’s example. London, another inspiration for New York City, has used congestion pricing since 2003 to great success. Over the first three years, nitrous oxide declined 17 percent and air particulates dropped 24 percent. Street congestion fell 25 percent, and collision numbers plummeted 40 percent over a decade. Government officials in London drafted exemptions for emergency and military vehicles, motorcycles and mopeds, public-service vehicles, vehicles operated by disabled people, ultra low-emission vehicles and vehicles containing nine or more seats. This means that nearly every special interest group hoping for exemptions in New York City would have found it in London. Still, this hope for private commercial vehicles remains intangible and uncertain. How congestion pricing will affect private bus operators is yet to be seen.

Soon, New York City’s coveted Lower Manhattan area may have clearer roads, a public transport system on the mend and cleaner air. Perhaps just as likely, the number of private buses and trucks in Lower Manhattan will dwindle as professional private drivers are forced to find ways to balance new daily fees. What congestion pricing has in store for private buses in New York City can only be speculated upon at this time. Until Governor Cuomo decides who will be exempt, planners can only watch and wait.

]]>2779Getting the Glow Take a look inside the “New Look” of Libertyhttp://busmag.com/getting-the-glow-take-a-look-inside-the-new-look-of-liberty/
Mon, 15 Jul 2019 14:15:26 +0000http://busmag.com/?p=2751“We just decided to go for it,” Kim Konigseder says. The longtime Liberty Coach interior designer is standing with her husband, Liberty managing partner and spatial engineering maven Kurt Konigseder, aboard a just-completed 2019 Elegant Lady at Liberty Coach headquarters in the far north suburbs of Chicago. The “it” she is referring to is nothing less than a masterpiece – a bumper-to-bumper, breathtakingly modern redesign of the world’s finest motorcoach.

It was a long time coming. As the creative force behind Liberty’s award-winning interiors since 1991, Kim and Kurt have probably designed more coach interiors than anyone in the Prevost bus conversion field. “We’ve been wanting to make this change for a long time,” she exclaims. One glance at Liberty’s “New Look” tells you why.

Clean, modern, light, airy, smooth, swanky – we have heard it described a hundred ways, but most importantly? It feels like home.

Creating that feeling required considerable thought and design – savvy, on Kim’s part as interior designer and Kurt’s as the design engineer. Modern is great, but it has a reputation for being cold and industrial. Both Kim and Kurt wanted to clean up the lines of the classic Liberty design, but make their “New Look” feel as warm and cozy as ever, if not more so.

A redesigned lighting scheme is central to this achievement. Giving the illusion of heightened ceilings that “just fade away” not only brightens the space, but quite ­literally elevates the coach. Kurt calls it a “glow” and that feels right on the money.

That glow is what illuminates miter-folded countertops with sharp edging, and continuous slabs with veining that looks like real stone. It shines on the wide variety of textures, tones and materials that Kim has chosen, giving the coach an incredible amount of dimension and detail. It is one thing to see it in pictures. In person, it is really something to behold.

When it comes to developing and refining her design approach, Kim is not that far off from the rest of us. Scrolling Instagram and combing the Internet for new and interesting makers, she finds and cultivates relationships with the multiple vendors that bring each coach to life. For Kim, it is not so much about brand names as it is about quality. If she (or a creatively-minded client) can dream it up, she can find the right person to craft it. Is this the future of design at Liberty Coach? Well, there will always be a place for the timeless, classic Liberty style that purists have come to know and love. Judging by the overwhelming reception to date – since its unveiling last spring, it has been virtually impossible to keep a “New Look” coach in inventory for more than a few days – the “New Look” of Liberty Coach is here to stay.

]]>2751Ten Things to Consider When Choosing a Luxury RVhttp://busmag.com/ten-things-to-consider-when-choosing-a-luxury-rv/
Sat, 29 Jun 2019 18:54:04 +0000http://busmag.com/?p=2685The modern road trip provides a sense of adventure and ease from journey to destination, but choosing the right luxury RV is key. Whether you are purchasing your first or looking for your fifth, ensure you get exactly what you need to maximize your experience. Here are 10 things that Marathon Coach suggests you consider when choosing a luxury RV.

1. How sound is the overall structure?

The safety of our clients is key. We, in partnership with Prevost, produce the strongest, safest and most durable bus conversion shell built specifically for the RV industry. Because the Prevost coach was designed for the business of transporting people hundreds of miles each and every day for years on end, its structure is durable with a longevity missing from the typical RV. The stainless-steel, fully-welded integral construction, reduces noise as well as expansion and contraction problems, plus it adds significantly to a coach’s stability and safety. Prevost’s “zero tolerance” system of assembling its welded components ensures perfect alignment while welding the stainless structure. The composites and stainless siding, not aluminum, make for lasting durability that is both structurally sound and aesthetically pleasing. Few, if any, RV companies have seen their vehicles reach, much less exceed, the two million mark. Prevost has. That is what you get with a Prevost coach, a tried and true pedigree that has proven itself over years and over miles.

2. How many engineers are supporting your high-tech coach?

The electrical system is the brain and backbone of your coach, so quality matters, especially where wiring is concerned. With a foundation based on an electrical engineering plan, thorough documentation, easy accessibility and system redundancy, we ensure that you have what you need through every phase of your coach’s life. For Marathon’s team of 12+ engineers and 24 electricians, good is never good enough. When it comes to the quality and outstanding performance of your coach’s wiring, they are uncompromising in their pursuit of greatness. Visionary in nature, their approach and philosophies stem from a desire for resolute reliability, ease of customer use and long-term integration.

3. What is hidden behind the walls?

We invite you to look behind the walls to see the difference. Yes, the wiring is neatly done, but there is more than that. It is highly functional, planned, organized and serviceable, even decades down the road. With the infrastructure engineered and documented, you can bring in your 20-year-old coach and we will still have the plans, making your improvement or repair simple and safe. You may have noticed our ceiling designs are created to be remarkable, but did you know they have also been specially created to allow access to the wiring systems? Every single bell cap and junction box is always accessible, and that is not all. There are hidden panels installed throughout the coach to provide easy access behind the walls when needed. For example, unlike some coaches where a surface may have to be partially demolished to allow access, in a Marathon it may be as simple as removing a shelf in the half bath or pulling out a drawer in the kitchen. With every wire neatly labeled and every detail mapped out in the master plan, there is never any guesswork.

4. Is it truly customized?

When you order a custom designed coach, you have the opportunity to choose everything from the floorplan to the fabrics. Whether you choose one of Marathon’s diverse floorplans or work with the experienced engineering team to design your own, you can enjoy unsurpassed luxury as you vacation, conduct business, provide transportation or entertain guests or clients in your custom-outfitted coach, fully equipped to provide a comfortable environment for family living and entertainment or for corporate use. We understand that people have different hobbies and lifestyles, so when a customer has an idea for a custom coach, Marathon listens and tries to accommodate any request – no matter how unusual. From creating stairs to a basement office or spaces for grandkids and pets to installing wine cellars and bidets, ideas for custom coaches are only limited by one’s imagination. For example, inside the coach, customers have requested 14-karat, gold-plated sinks and valances, crib and playpen, heated towel bars, a bird cage and treadmill. Our professional engineering, interior design and exterior paint departments have the experience, knowledge and resources to implement your unique vision. We have unparalleled skill and expertise in building the most complex, technologically advanced coaches on the road today.

5. Is it a sound investment?

Marathons hold their value. With a coach built to travel more than a million miles, at 60,000 miles coaches are just broken in. When it comes to depreciation, with a Marathon, depreciation on a percentage basis is usually quite a bit less than a standard luxury class A RV. This is partly due to the custom nature and our overall lower production volume versus the growing demand for the product.

6. What kind of craftsmanship goes into it?

We believe it is important to craft every part of your coach correctly, even if you can not see it. From the aircraft-style wiring behind the walls to the hand-scribed cabinetry to each and every ceiling treatment and more. For instance, did you know that a skilled team of Marathon craftspeople custom builds each sofa for every luxury coach from scratch? Marathon Coach provides its valued customers with the finest and most well-crafted designer furniture in the industry. The residential-style sofas are custom built using the highest quality of wood and fabric materials available. In addition, the flexibility of building to suit allows Marathon’s customers to choose from an array of standard designs and virtually any color or style of fabric. Our exceptional and unique paint designs are also created by hand, produced by the nation’s finest exterior paint artisans. Our modern facility houses four full-service painting booths, making it one of the largest of its kind in the U.S. Doing everything in-house gives us complete control of the entire process from the prep and body work to the design and color creation. From top to bottom, Marathon bus conversions are unmatched for quality and style. Every department creates and produces the most exclusive RV in the industry.

7. What kind of space do you need?

Whether choosing an H3-45 or an X3-45, Marathon coach owners know they will have abundant basement storage for whatever they need. Some select the H3-45 for its contemporary lines and full body paint – others choose it because it offers approximately 500 cubic feet storage and conversion space. Of course, those who decide on the classic styling of the X3-45 with its polished stainless-steel sides enjoy the highest interior headroom as well as an ample 400+ cubic feet of storage space. Although the dimensions vary depending on the type of coach, the space underneath can be transformed in a variety of interesting ways, from installing wine coolers and freezers to storage cabinets and closets. The ways to personalize your experience are endless. Plus, Marathon’s team of engineers think through your entire exterior design. For example, on new quad-slide coaches, the 55-inch bay TV will pull out of bay two and swing in front of bay three. Why is this important? Bay three houses the audio/video equipment rack. This means if you have entertainment items – outdoor refrigerators, barbecues and the like – your large screen television is not going to block access. Flip that burger or grab that cold beverage, because you have everything right where you need it. Although it sounds simple, you might be surprised at how many luxury RVers have to actively work around their outdoor entertainment bays. In addition to ensuring client convenience, Marathon “finishes” the bays, covering all utility items. Not only are we safety conscious, we want you to be proud of every aspect of your coach; leave your bays open – they look that good.

8. How are you going to use it?

Those who choose Marathon span the gamut. Those with lots in luxury RV resorts, staying in the same area for long periods of time, for example, tend to appreciate quad-slide floorplans with augmented space. Others who actively travel the U.S. often find double or triple slides a better fit because they can more easily traverse the coach with the slides in. As a result of Prevost’s patented system, these bus conversions provide more square footage and include more slides without taking away from the ample storage space below, which has more than any other type of motor home. Whether you are into golfing or racing, cooking or art, Marathon’s engineers can create an ideal space for you. Of course, there is more to life than where you are going. If you travel with large dogs or small children, designers can guide you in selecting ideal fabric and flooring materials. If you entertain often, additional accommodations can be worked into your custom plan. Perhaps you are a dry camper, cold-weather camper or desert dweller: Thoughtfully designed and expertly executed, your luxury coach will have the tools you need to maximize your experience.

9. Do you appreciate a good back-up plan?

We believe in redundant systems and excellent plan Bs. For example, Marathon Coach intentionally designed the food grade stainless-steel water manifold system to simplify the coach experience. With each fixture having its own individual shut-off valve, should there ever be an emergency situation, coach owners can easily shut water off to the affected area, yet maintain water service in the rest of the coach. Since all waterlines are seamless, with no elbows or joints, directly running from the manifold in the water bay to the appropriate appliance or fixture creates less potential for water leaks. Another example is the Jump Start feature, which was designed to combine the charged house batteries with the depleted coach batteries so you can jump start your coach pack. Even if both your coach and house batteries are depleted, the system can combine the generator power as well, getting you back on the road in no time. These are just a couple of ways Marathon ensures your every coach experience is memorable for all the right reasons.

10. What kind of service are you looking for?

Marathon continues to cater to our owners’ interests long after a coach is purchased with personalized service, repair and remodeling available at our three locations across the country and with Marathon Coach mobile service. A specialized technical support staff is readily available for troubleshooting or to ask questions. In addition, after-hours support is available for emergency situations. The same design and engineering staff that create new one-of-a-kind coaches for our valued clients are available for upgrades and remodeling. This ensures that the same detailed attention is given to our clients at any stage of their coach’s long life. Whatever your coach needs, Marathon is committed to providing the exceptional service you deserve.

National Bus Trader’s print magazine has been distributed throughout the world for 42 years, but now you can read the latest edition ahead of the print release date with our digital copy. This is our annual Conversion Issue with great editorial on things to consider when choosing a luxury RV.
Features including Prevost Motorhome Expo and Featherlite Luxury Coaches. Emerald Luxury Coaches and the first H3-45 Conversion. In our Equipment News section read about New Flyer of America, recently announced a test demonstration for the Orange County Transportation Authority (OCTA) achieved 350 miles of zero-emission range with a New Flyer 40-foot, heavy-duty, fuel cellelectric Xcelsior CHARGE H2 bus.

Safety and Liability, Round up, and much more can be found on the latest digital edition of National Bus Trader magazine.

]]>2571Two 2019 Van Hool CX45 Coaches for Allstar Chauffeured Serviceshttp://busmag.com/two-2019-van-hool-cx45-coaches-for-allstar-chauffeured-services/
Tue, 11 Jun 2019 19:43:55 +0000http://busmag.com/?p=2555Two 2019 Van Hool CX45 Coaches for Allstar Chauffeured Services Based out of Troy, Michigan, Allstar Chauffeured Services has taken delivery of two new 2019 Van Hool CX45 coaches with many upgraded amenities that compliment their premium vehicle line. Each coach is powered by a Cummins engine with Allison transmission, and include many passenger conveniences such as 110-volt USB outlets with inverters, WI-FI, two large REI 23-inch monitors and four additional 15.6-inch monitors throughout the coach, passenger shades. One of the coaches is also ADA-equipped. Passengers will recognize the luxury before they even enter the coach with the two-tone, white and gray paint and beautiful graphics around the coach. As they enter the coach, the full leather seating, contoured enclosed parcel rack with hydrographic doors, wood flooring and hydrographic lavatory door truly make a luxurious statement.

Celebrating 25 years in the transportation industry, Allstar Chauffeured Services primarily services the Detroit, Michigan area, however continues to expand its area covering out of state trips to New York, Washington, D.C. and Cleveland. The company currently employs 71 people and has a total fleet of 47 vehicles including eight motorcoaches. They began purchasing coaches in 2016 with two new Van Hool models.

“Allstar provides a great example of how traditional limousine companies are entering the full-size coach market and succeeding,” said Brenda Borwege, senior vice president of Midwest-Southwest Region, ABC Companies. “They are offering an upscale Van Hool coach product and complimenting it with their successful business model of focusing on the service side of the business to enhance the client experience. Allstar’s Chief Financial Officer and Managing Partner Jason Fritz emphasizes, “Whether you are riding in one of our executive sedans or a full-size coach, you will enjoy the luxury of a high-end chauffeured experience. Our clients are used to luxuries such as full-leather seating, technology and other amenities that we are very pleased to also be able to offer on a full-size coach.

” Allstar is known for leveraging technology to improve the customer experience both pre- and during transportation. Prior to travel, clients have the ability to track their vehicles’s arrival via a mobile app or with the link in their e-mail confirmation. Customer alerts can be set up by e-mail or text to notify them of a vehicle’s status as well. Inside their new coaches, clients will also enjoy the onboard technologies including Wi-Fi, Roku for streaming services, satellite radio and on-board TVs.

When asked why they chose to work with ABC on this purchase, Fritz stated, “We purchased our first two full-size coaches from ABC in 2016 and have not been disappointed. The service and support that we continue to receive from the ABC team, made where to purchase our new coach from an easy decision.” Referencing working with ABC Parts Source and ABC Service, Fritz mentioned, “Getting parts and service has always been very easy. Our coach parts are shipped quickly, and someone has always been available to answer and service questions we have.

” Allstar has been active members of UMA and ABA since their first coach purchase in 2016 as well as members of NLA since 1998.

ABC Companies is a leading provider to the transportation industry with diverse product and service offerings that cover a full spectrum of operational needs including new and pre-owned, full-size highway coach equipment, along with transit and specialty vehicles. ABC supports customers with a comprehensive after sale service network for service and repairs, collision services, extensive OEM and quality aftermarket parts needs for transit, motorcoach and heavy-duty equipment from 10 strategically-placed locations throughout the U.S. and Canada. Additionally, private and municipal financing and leasing options are available through the company’s financial services group – one of the largest financial service providers within the industry. For more information contact ABC Companies at (800) 222-2875 or visit the company Web site at www.abc-companies.com

]]>2555Test Driving the New Electric MCI J4500e CHARGEhttp://busmag.com/test-driving-the-new-electric-mci%e2%80%88j4500e-charge/
Fri, 03 May 2019 15:24:04 +0000http://busmag.com/?p=2515The people from MCI very graciously invited us to take a close look at the first prototype electric J4500e CHARGE coach on the road. Since we knew that our National Bus Trader readers would be interested, we quickly accepted. Hence, we were able to poke our heads into each compartment, take photos and check out all the new and improved systems and components. Following that, we then were invited to jump into the driver’s seat and see how this new electric coach operated. We were also able to obtain information on the coach that we could share with our readers.

A condensed report would include the fact that several components and systems were converted from an existing 2017 clean-diesel J4500 to electric operation replacing mechanical or belt-driven items. In spite of these changes and improvements, drivers should have no difficulty in transitioning from diesel to battery-electric power. Your technicians will smile because the J4500e is simpler in operation, is easier to maintain and clean. Although MCI plans to accommodate systems that allow you to charge it along the way, the approximate 200-mile range essentially limits the coach to commuter and shuttle work until higher capacity batteries come along. Due in large part to the expensive batteries, the J4500e will cost about twice as much as the equivalent diesel coach. You will have less underfloor storage space than on the equivalent diesel coach because of the batteries.

Background

While an electric J4500 was inevitable, the joining of MCI and New Flyer about four years ago moved the project along and also guarantees that the J4500e combines the best of two worlds. On the one hand, it is the result of eight decades of coach building expertise at MCI that has created the most reliable and durable of coaches. On the other hand, the J4500e takes advantage of decades of electric bus experience at New Flyer.

The MCI heritage includes engineering and building coaches that operate reliably in the varied weather, temperatures and roads of Canada. Add to this MCI’s decades of building coaches that meet the exacting needs of Greyhound operations nationwide. The result is a coach that is easily at the top in regard to reliability, durability and operations.

There is 20 years of heritage and development behind the J4500 model. It started in 1998 when MCI introduced their “E” or Renaissance model to offer new styling geared more towards tours and upscale charters. The J4500 was originally introduced in 2001 to offer a “bread and butter” companion to the “E” model. The J4500 soon turned into a Cinderella story. Continued improvements to the J4500 made it more attractive to operators and suitable for scheduled service, charters and tours. By 2004, the J4500 became the most popular coach on the market, a position it has held ever since. These improvements are ongoing. Last year saw a modification in the engine compartment and interior that offered a rear window and more legroom for an increase to 60 passengers. The most recent improvement involved going with an electric fan cooling system with a swing out radiator for the engine compartment that is easier to maintain.

New Flyer’s heritage with electric buses dates back 50 years. Looking for a way to move forward with trolley buses, Toronto asked New Flyer to rebuild one in 1967. It was so well received that an order for 151 similar buses followed. As time went on, New Flyer became a major supplier for electric buses that operated in different cities.

Moving beyond trolley buses, New Flyer developed a hydrogen fuel cell, electric drive and then their battery-electric drive. Today New Flyer’s low-floor Xcelsior transit bus line is available with diesel, CNG, hydrogen fuel cell and battery electric power with the all-electric version falling under the Xcelsior CHARGE brand that will be common with MCI. In addition to the shorter transit bus lengths, New Flyer is also producing 60-foot articulated battery-electric buses with bus rapid transit (BRT) features.

Hence, the J4500e CHARGE is in a position to take advantage of both the MCI coach building and the New Flyer electric bus expertise and experience.

Changes in Systems and Components

The single biggest difference between the diesel coach and the electric coach is moving to electric systems and components in a few areas. I stress the fact that none of these significantly changes how you drive the coach and, in many if not most cases, the driver moving from a diesel coach to an electric coach may not even notice these changes.

Obviously, the major change is from a diesel engine to an electric motor to move the coach. However, in going all electric there are other systems and components that need to be changed. The most obvious are the components and systems that took power off the diesel engine. Since the electric motor does not run continuously, it is not very workable to use it to drive systems and components. The most obvious of these would include power steering, the engine compartment cooling system, the air compressor and the air conditioning compressor, and passenger and driver heating systems.

MCI has already moved to an electric fan cooling system. This is less of a problem on the electric coach since the electric motor and related components generally do not throw off as much heat as a diesel engine. Nevertheless, the drive motor and its controls require a dedicated cooling system. The coach air compressor for brakes, suspension and other items is now electric and located low in the engine compartment towards the center. The air conditioning compressor is also now electric and is currently mounted in the third luggage compartment for this prototype test coach.

In the past we often counted on getting passenger heat from the engine or a diesel-fueled auxiliary heater. In the electric coach, the heaters are expectedly electric and are located in the second luggage bay on the curbside. The new steering system is electric over hydraulic and is in the forward street side compartment below the driver.

Let me again stress that while these components and systems have changed, their basic function has not. In many cases, if you do not tell the driver, he or she may not immediately guess that these components have changed. The smart ones will figure it out anyway.

Batteries

As you probably have already guessed, batteries for travel are a major component of the J4500e. MCI has elected to go with 450kWh Nickel Manganese Cobalt (NMC) batteries that are part of the Lithium Ion family. In addition to being heavy and expensive, they do take up a lot of room. Four of them are located in the second luggage bay and four more are towards the back of the engine compartment. There is a ninth battery located immediately behind the third luggage compartment in what I think was the area formerly used for the fuel tank.

It should be noted that the MCI engineers put a lot of effort into battery placement. Battery location is very important from the standpoint of weight and balance, as well as for proper axle weight requirements.

In your garage or depot these batteries can be charged in about three hours using a 150 kW plug-in cable depot charger. Fully charged, they provide a range of about 200 miles, but this changes depending on the number of stops, road grade, average speed and the use of heat and air conditioning. In the future, the J4500e will also have the option of being equipped to charge along the way using an overhead or in-ground system. I should note that the J4500e does have a regenerative braking system that puts power back into the batteries when braking.

There is a need for infrastructure for charging since you cannot simply plug the coach into a conventional electrical outlet. You can have these special cables added in your garage or yard, but you obviously need to have enough incoming electric power to make them work.

In MCI’s case, given the need to move the electric coach around the country for various testing and customer demonstrations, they have purchased a standalone diesel generator trailer that can charge the coach for local use at any location. A dedicated truck pulls the generator while another dedicated truck with a flatbed transports the electric coach. This clearly illustrates the ease of moving diesel only powered vehicles. This is the same approach used by New Flyer to showcase their Xcelsior CHARGE electric bus. It is not really anticipated that regular bus operators would normally use this approach.

I should mention that in addition to the banks of NMC batteries, the J4500e still has a regular 12/24V bus battery. This is used for the lights and other low-voltage items on the coach.

Engine Compartment

When you look into the engine compartment, there are two things you immediately notice. One is that there is no engine. The second is that it is very clean since there is no diesel fuel or larger quantities of lubricants.

Looking into the engine compartment from the rear, you will find the fans on the left where they always were, but now they are electric fans. As you move from left to right across the engine compartment what you see are several boxes. Towards the left on top is the AUX Inverter. Below that are several different electrical components including the motor inverter, the high voltage fuse box, inverter for the motor, and DC/DC converter to supply the 12/24V system and charge the coach batteries. The coach air compressor is towards the center but lower.

Behind these boxes and towards the front of the coach is the pack of four batteries. The actual electric motor for moving the coach is located below and a little forward of the batteries. It is connected directly to the coach driveline and there is no transmission. MCI uses a Siemens 2024 electric drive system that is designed to handle long distances and higher speeds. Members of the MCI staff have indicated that the coach can reach higher speeds but will be limited to 72 miles per hour due to tire ratings, as with all MCI vehicles. Also lower speeds are similarly more efficient and will extend the range of the coach. This type of electric motor has been proven in other electric bus operations.

Expect that your technicians and maintenance staff will be delighted with the J4500e CHARGE. I have talked with service people and technicians who work on electric buses. While I hear different things from different people, there are a few things that are typical. One is that they like working on the electric buses because they are cleaner. While you may still have to deal with road grit, there is no diesel fuel or DEF to get things dirty or sticky. Consider the fact that when your staff works on an electric bus in the garage, there is no need to connect an exhaust hose to the tailpipe because there is no tailpipe.

The second thing I hear is that electric buses are easy to maintain. Many of the parts and systems that cause the most trouble are gone. Belts are gone and hoses have been reduced. Fuel filters have been eliminated and there is no engine coolant, no starter and several other items have been simplified.

A third point is that the electrical components typically require less rebuilding and replacement than diesel bus components. There are examples of electric motors and other components from electric buses and streetcars being reused in new buses and railcars.

Comparison to the Diesel J4500

With the exception of the driveline and some components, the new electric J4500e is essentially the same coach as the diesel J4500. They are both 45 feet long, 102 inches wide and about 11 feet and 9 inches high. The passenger capacity on both is essentially the same . . . 56 passengers with high legroom for up to 60 passengers. Both offer Wi-Fi, electrical outlets and the optional RGB programmable lighting to upgrade the interior.

As a general rule, features and options available on the diesel J4500 will also be available on the electric J4500e. Both 45-foot models, as well as the 35-foot J3500, will now have the new swing-out radiator and e-Fan system. This replaces the traditional belt-driven systems and also eliminates the need for a fan clutch, a miter box and driveshaft. The e-Fan system quickly swings out to provide easy access for faster maintenance and also eliminates the need to maintain and drain coolant.

Most other features found on the diesel J4500 will also be available on the electric J4500e. This includes the latest-generation Bendix Fusion collision mitigation system that was recently upgraded with a forward-facing camera with vehicle recognition software to detect and stop for stationary vehicles in the roadway. The system also offers lane departure warning and traffic sign recognition. A new 360-degree camera provides improved visibility, especially during low speed operation, and can serve to avoid some costly repairs.

It should be noted that the electric J4500e will have the same high level of support as the other MCI models. This includes support by the 24/7 technical call center, technical training and parts supply through NFI parts.

Test Drive

I was fortunate in having prior experience in driving electric buses including both those with hub motors and the direct drive system. In spite of the fact that some of the electric bus components and systems are different, I find that there is no substantial difference in the driving and only a little difference in monitoring gauges and systems.

Like diesel buses, you will find a battery shut off switch. If your company policy is to shut off the batteries overnight or when the coach is not in use, you probably want to continue this procedure. Some people are talking about adding solar panels to the roof. They really do not generate that much power but can be helpful in making sure that your battery system is “topped off.”

Sliding into the driver’s seat, you will see very few differences from a diesel bus. With the diesel bus, you have to start the engine and may have to wait for the air system to build up. With an electric bus, you simply turn the bus on. If your air pressure is low, you will still have to wait for it to build up. While the diesel engine runs continuously,the electric motor only runs when the bus is moving.

Your gear selector is no longer a gear selector. Expect to see D, N and R only. This is because the J4500e has no transmission and no gears. The electric motor is connected directly to the driveline and simply runs faster for higher speeds.

Different from a diesel bus is the fact that you will see new gauges and indicators on the dash that show you the amount of charge remaining in your batteries and the amount you are using. Essentially, your remaining battery charge is similar to the fuel gauge on a diesel-powered coach. If you run out of diesel fuel or battery charge, the coach is not going anywhere. Hence, you need to monitor your battery charge much like you monitor a fuel gauge.

Let me expand this thought in two ways. One is that with a diesel bus you are essentially charging your batteries all of the time. This is because your engine is always running, consuming fuel and turning the alternator. With a battery-electric bus you are essentially discharging your batteries all of the time. Make sure you do not run out of battery charge. MCI has indicated that their electric coaches can be fitted with plans to provide a variety of recharging strategies such as en route overhead or in-ground charging systems along the way to extend the range of the coach. Note that alternate charging systems may only work in certain applications. It is anticipated that most operations will have depot charging at a home base.

A second thought I will share with you is that – depending on outside temperatures and your use of heat and air conditioning – maybe less than half of the electricity being used will be going to actually move the coach. One test using MCI telematics showed that 44 percent of the electric power was going to move the coach, 24 percent was used on the high voltage accessories, low voltage accessories used 18 percent and the remaining 14 percent was used to run the electric heater.

A side note is that while the same diesel bus can be sold to different operators, these electric buses may be modified or have options for individual buyers. In addition to modifying the battery system to individual needs, some operators may want some type of along-the-way charging capabilities included on their coaches.

This has been simplified for customers. New Flyer and MCI have invested in a dedicated infrastructure Project Management Team that is based in the MCI/New Flyer Vehicle Innovation Center (VIC) in Anniston, Alabama. This group will sit down with you to learn your operating requirements and needs, as well as in-field route mapping and analysis. They will then help you spec your coaches properly and also assist with charging strategy and infrastructure planning.

The Romans called it “caveat emptor,” which translates into “Let the buyer beware.” I have seen some electric bus ranges mentioned that seem impossible – because they are. If you turn off some of the accessories as well as the heat and air conditioning, and then use an ideal test track, you too can get some impressive range numbers. In comparison, the MCI people have been working with “real world miles” and can honestly tell you how heating, air conditioning, grades and accessory loads will impact your operation.

You get the coach moving in the usual way by taking off the parking brake, hitting the “D” button and pressing down on the accelerator. The first thing you will notice is that acceleration is both quiet and smooth. Since there are no gears, the electric motor simply turns faster to provide more speed. This smooth and quiet acceleration is often noted positively by the passengers.

While “jack rabbit” starts are usually not recommended, I can say that the J4500e seemed more than capable of matching or beating the diesel buses “out of the gate.” In fact, there are places with hills, like Seattle, that prefer electric buses because they seem to do better on hills. MCI is using a high-torque electric motor for these same reasons.

When you slow down, you will most likely feel the regenerative braking kicking in. Regenerative braking is nothing new and has been around for a century on electric locomotives. What happens is that regenerative braking turns your electric motor into a generator and feeds electric power back into the battery system. This extends the range of the coach and does suggest that operations with substantial braking, such as commuter or shuttle runs, will actually build up some charge along the way.

The team at MCI advised that the current setup for both acceleration and regenerative braking is to closely mirror the performance and drivability of diesel coaches, which makes the vehicle more comfortable for operators and drivers.

Coach handling was great as always, but I think we have to credit this to MCI and the J4500 and not to the new battery-electric system. While some of the systems and components are different, the suspension and ride remain impressive. The only difference I noted was in the new electric (over hydraulic) steering system. While I had no problem with the former system, I did like this new steering better. It might be difficult to come up with an exact reason, but I liked the feel of the system and it seemed somehow a little more positive.

Testing and Production

I should stress that the coach we drove and photographed was actually the first prototype of the J4500e. It had been originally built as a diesel coach but was used for the first electric prototype. Hence, the exact placement of some components may be changed by the time regular production starts. Regular production coaches will certainly have the high-quality fit and finish we expect from MCI.

What is anticipated is that as we roll into 2019, MCI plans to have an electric J4500e coach and electric D45 CRTe LE low entry Commuter Coach on the road for testing and demos. [D=MCI “D” model, 45=45 feet long, CRT=Commuter Rapid Transit, e=electric and LE=Low Entry.] The D45 CRT LE, for example, will have to go back to Altoona, a test they recently passed with their diesel version. These coaches may be operated at times by MCI staff or may be used as customer test vehicles. Their purpose is to gather information in actual operation and provide feedback to the factory engineers on ways to improve systems and design prior to the start of production.

Expectations are that the testing and engineering should be completed in the first half of 2020 and that regular production will start later in the year. The first production units of the electric J4500e CHARGE should roll off the assembly line somewhere around September of 2020.

For those who ask, at least two additional MCI electric coach models are currently planned for the future. All of this electric range is planned to carry the CHARGE branding, which is common with New Flyer. One would most likely be called the D45 CRTe CHARGE. It will be similar to the D45 CRTe LE but without the lower vestibule. Hence, it will eventually replace the traditional D4500 and D4505 scheduled service and commuter coaches in the MCI product line and be offered in either diesel or electric. In addition, an electric version of the new 35-foot coach, probably designated as the J3500e CHARGE, will become available. However, the engineering and components on the J3500e may be somewhat different because of its shorter length.

Keep watching the news for information on these new electric coaches being developed, being shown and going into production.

]]>2515MCI Launches Motorcoach Technician Apprenticeship Programhttp://busmag.com/mci%e2%80%88launches-motorcoach-technician-apprenticeship-program/
Wed, 01 May 2019 16:36:24 +0000http://busmag.com/?p=2502The MCI Academy – the first motorcoach training program to earn Automotive Service Excellence (ASE) accreditation in 2017 – is breaking more new ground with a new U.S. Department of Labor (DOL) national registered Motorcoach Technician Apprenticeship Program.

Intended to promote top maintenance of motorcoaches, the program allows participating operators to offer apprenticeships to recruit new entrants into the industry and establish a career-path for technicians already on staff that has not existed before.

“Apprenticeships are available for more than a thousand occupations from electricians to precision machinists that demand high skills but not always a four-year degree,” said Scott Crawford, MCI manager of technical training, who worked with the Kentucky Division of Apprenticeship and TransPORTs, a U.S. DOL Office of Apprenticeship national industry partner, to develop and register the program. “Apprenticeships appeal to high-school graduates, veterans and others who prefer to earn while they learn without running up student debt. We’re excited to offer the program to industry operators as well as technicians employed by MCI.”

“MCI Academy’s commitment to its workforce and partner employers by offering this new national Motorcoach Technician Apprenticeship program reflects our state’s leadership in supporting innovative, industry-responsive apprenticeship program development,” said Kentucky Education and Workforce Development Cabinet Secretary Derrick Ramsey. “We are proud to support MCI Academy as a new national program sponsor and look forward to many Kentuckians taking advantage of this new opportunity.”

TransPORTs provided extensive technical assistance and targeted incentive funding to help MCI create and launch its new national program. “Apprenticeship is a proven model for building a stronger, more skilled talent pipeline,” said TransPORTs Executive Director Barbara Murray. “MCI Academy can look forward to creating a future-ready generation of skilled, loyal motorcoach technicians as a result of its new national apprenticeship program.” According to US DOL, 91 percent of apprentices remain on the job long after completing the program.

The program builds on curriculum already available through MCI Academy offering a tiered structured learning path with 800 hours of online Learning Management System (LMS) courses (including 200 hours in safety courses) and weeklong training events at MCI’s Louisville, Kentucky-based National Training Center to earn Tech 3, 2 and 1 with 16 system qualification certificates including HVAC and electrical systems, coupled with on-the-job training hours.

MCI apprenticeship candidates must be working for a motorcoach industry employer participating in MCI’s apprenticeship program. Participating employers will pay their apprentices’ wages, provide the on-the-job learning (OJL) training portion of the apprenticeship program and assign a mentor to each apprentice. Participating mentors will complete an instructional orientation session and will be responsible for verifying that the apprentice has mastered the required level of expertise within the five-year program to earn Journey worker certification. Program graduates are projected to earn between $40,000-$60,000 or more based on location. Each employer will also cover travel costs to Louisville, where MCI Academy’s main training center is located. MCI Academy will provide the required related technical instruction (RTI) at no fee for MCI operators. MCI stresses that this program is available to any operator participating in MCI’s Apprenticeship Program.

Louisville’s Miller Transportation, with a 107-motorcoach fleet, 183 school buses, plus shuttle and transit buses, is one of the first participating operators to enroll a recruit into the Motorcoach Technician Apprenticeship Program. Greg Miller, director of fleet operations, explained that Matt Young, a quick service mechanic from an automobile dealership who was hired a year ago as a charter check technician, shows the “talent and character” qualifying him for apprenticeship. “It’s important to us to foster his growth, and I expect him at the completion of this program to be able to diagnose and repair any issue we see with our fleet,” said Miller.

“We see MCI Academy as an investment in the future of the changing motorcoach industry,” said Crawford. “The industry needs top trained technicians to keep fleets moving, but we also want to communicate that motorcoach technician careers are well-paying jobs with bright futures.”

For full details on the Motorcoach Technician Apprenticeship Program please email Scott.Crawford@mcicoach.com, or visit www.mciacademy.com to schedules for all other training sessions.

]]>2502Temsa’s Increased Support For The American Markethttp://busmag.com/temsas-increased-support-for-the-american-market/
Fri, 26 Apr 2019 16:18:41 +0000http://busmag.com/?p=2487Temsa North America Inc

Temsa recently announced that they are moving to a company-owned distributor for the American market. This is a substantial show of confidence in the American market as well as the Temsa products. Creating a new distributor for national support is a major undertaking and somewhat unique.

Those historians among our readers will remember that two of the three bus manufacturer national support networks were built slowly over several years for pre-owned coach sales. The third followed upon a dealer network. Temsa is essentially unique in putting together their own national distributor network virtually overnight. This obviously shows their concern for providing support and service for their customers as well as making a major commitment to this market.

Temsa History

Temsa already has decades of expertise with buses and years of experience on the American market. The company was founded in 1968 and is headquartered in Adana, Turkey. Temsa builds several models of transit and intercity coaches with about 75 percent of production being exported to more than 66 countries.

The story behind Temsa in America starts more than a decade ago. Bus operators had been looking for a suitable long distance coach for smaller groups. Putting a smaller group in a larger bus was awkward, but there were no small integralcoaches on the American market. Yes, several mid-size body-on-chassis buses were available that were suitable for shorter trips, but operators were looking for a smaller integral coach with big coach amenities including underfloor luggage space, a restroom, reclining seats and air ride suspension.

Realizing that there was a need, the Temsa engineers put their small coach experience and design expertise to work and came up with their TS 35 model for the American market. With a length of 35 feet and a capacity of 38 or 40 passengers, it offered air ride suspension, underfloor luggage capacity, reclining seats, a restroom and other big coach features. Introduced to the American market in 2008, it soon became a hit with operators seeking an integral coach with big coach features for smaller groups. In addition to being less expensive to purchase, it also proved to be economical to operate.

After the TS 35 was on the market for a few years, some operators began asking for an even smaller coach. Temsa complied with their 30-foot TS 30 coach that was introduced in 2012. It offered a typical capacity of 30 passengers with the same big coach features and amenities found in the TS 35. The most recent development with the shorter coaches came in 2016 when Temsa introduced an enhanced version of the TS 35 known as the TS 35E. This was particularly noteworthy since it was the first time in about 39 years that a 35-foot coach on the U.S. and Canadian market was so successful that it was succeeded by an upgraded model.

Bus operators were so pleased with the shorter coaches that they asked for a full-size 45-foot coach from Temsa. This project started in 2011 and involved substantial input from American operators in a product committee. In 2012, the product committee visited the Temsa factory to view an early prototype and make suggestions and recommendations. Another meeting of the committee was held in 2013 to review additional changes. It was not until 2014 that this new TS 45 model was introduced to the American market. This brought the Temsa product line in the United States to three coaches of different lengths of 30, 35 and 45 feet.

Temsa’s Decision

In speaking with the Temsa staff and management, they offered eight different reasons why the decision was made to go with a company-owned distributor.

• This arrangement provides direct contact between the customer and the manufacturer. Hence, solutions come directly from the factory and not via an intermediate distributor.
• Working with a company-owned distributor provides customers with faster technical support.
• A company-owned distributor gives customers better service on warranty problems.
• Spare parts will come from the factory and parts availability will be improved.
• A company-owned distributor will be able to provide Temsa owners with more efficient mobile support and service.
• Parts pricing will be more competitive.
• A company-owned distributor will be able to more quickly react to customer needs and requests.
• This system will also provide customers with better online tools from training videos to online parts service.

Temsa North America Locations

Even as we write this, Temsa North America is already opening service, parts and support locations. In addition to a goal to be “Stronger than ever,” Temsa is also trying to be “Closer than ever” with plans to have five locations open in 2019. They will be located in the Southeast, Northeast, Midwest, Southwest and West. Each location will have a service truck to offer road-call assistance within a specified range from the service center. Each location will also have TS 35E and TS 45 coaches for sale with the 30-foot TS 30 coach available soon.

Temsa North America, Inc. is based in Orlando, Florida on approximately six acres. This location has four service bays, as well as a wash bay and a dump station. It also provides a parts warehouse with 6,000 square feet of space. Opening approximately late March is a Temsa facility in Burlingame, California. It is located only five minutes away from the San Francisco Airport and has four service bays.

Next is Egg Harbor, New Jersey. This facility will have four service bays and is located adjacent to the Atlantic City Airport. It is expected to open by the end of April. In addition, two more locations will open later in 2019. Included will be a facility in the Southwest states as well as a Midwest location in or around Chicago. Hence, Temsa North America expects to have five locations open by the end of the year with more to come as future needs dictate.

Each of these locations will provide warranty service as well as parts, repairs and regular service. A full inventory of Temsa parts will be stocked at each location. Service and repairs include but are not limited to preventive maintenance, HVAC, brakes and air systems, electrical systems, suspension and steering, bodywork and accessories including audio/video systems and 110-volt outlets.

It was pointed out that while these will be Temsa locations, they will also service other makes and models. Technicians will be trained on and certified on all coach systems in order to offer service in all manufacturers’ coaches.

Information on Temsa’s warrantly support is also available online at warranty.na@temsa.com.

Temsa North America Staff

Temsa has been busy putting together a staff for Temsa North America. Many of them have extensive experience and expertise in the bus industry. Here is a partial list of some of the new staff as of this writing.

Randy Angell, is the national sales manager. Randy has more than 15 years of experience in the motorcoach industry. He was previously employed by ABC Companies before joining CH Bus Sales who represented Temsa as a distributor. While with CH Bus Sales, Randy played a big role in the distribution and sales of several Temsa coaches into the West Coast and Midwest territories. Randy says “I am very excited about the sales team we have and are assembling. Temsa is a very large company with a vision for the U.S. that is very exciting. I am looking forward to our journey and our growth here in the U.S. We have many exciting things coming in the near future. We are committed to the U.S. market and are excited to be out there working and taking care of our Temsa customers needs.

”

Anthony (Tony) Mongiovi serves as a regional sales manager for Temsa North America. He is a transportation industry veteran with more than 35 years of experience with board-base operations and fleet maintenance experience for both public and private transportation providers. Mongiovi served as vice president of Northeast sales and service for CH Bus Sales prior to coming on board with Temsa North America.

Mongiovi started his bus career right out of college by working as a parts manager for DeCamp Bus, one of the oldest motorcoach companies. His 35 years in the industry includes 12 years as vice president of sales and service Northeast for ABC Companies, 18 years of sales and service and branch manager with Atlantic Detroit Diesel, and five years as branch manager with Johnson and Towers, a Detroit Diesel-Allison distributor. “Working with this Temsa team is going to be an exciting endeavor,” said Mongiovi. “I know we will provide our Temsa customers with a very high level of service going forward.”

Tim Guldin is the regional sales manager and will be selling Temsa coaches in the Southeast part of the United States. Guldin has some diverse bus experience in transit, coach and parts. He started in the industry in 1981 working for the material control department at SEPTA in Philadelphia on the transit side of the business. Guldin moved to the supplier side of the industry in 1986 by working in sales for Muncie Reclamation and Supply, which later became Muncie Transit Parts. In 1996 he was promoted to vice president of sales for the United States and was responsible for overseeing materials and procurement for Muncie.

More recently, Guldin moved to Florida to run the parts division for ABC Companies during which time ABC acquired Muncie Transit Parts. In 2012, he began selling Temsa coaches. Today he is responsible for selling Temsa coaches in the Southeast part of the United states. Guldin says “ I am very excited to be part of Temsa and truly believe that our future is bright. I am looking forward to getting back in front of my customers once again with a full offering of coaches and great support.” Having the direct support of Temsa as the manufacturer is extremely beneficial.

Wes Lefler is an account executive on the West Coast. Wes brings years of service experience from his previous employer of more than 13 years at ABC Companies. Lefler has worked for years assisting in the West coast growth of the motorcoach industry from working with the tech companies to local coach customers as well. Lefler has a very good name in the industry and everyone is excited to have him join the Temsa Sales Team. Wes said, “I am looking forward to the opportunity to get in with the Temsa group as I see great potential. I also see the strength and motorcoach choices that Temsa offers as a huge opportunity not only for me as a salesman, but for my customer base to expand off the selection that Temsa brings to this market. I am excited and looking forward to the future.”

Andy Byars can boast of 36 years in the bus industry and is Temsa’s new pre-owned sales manager. Byars started with Greyhound Lines in 1984 and spent 22 years managing various Greyhound locations. He then decided to move into a retail operations center and spent 11 years working for a motorcoach dealer as an operations manager. He then moved into fleet operations with All Aboard American Holdings as the corporate director of maintenance. From here he joined Temsa in 2017.

Byars has substantial experience in the motorcoach industry from service management to sales valuations. “I consider myself very knowledgeable in this industry and I am very pleased to offer my experience to Temsa North America and look forward to a very long and successful future.”

Ryan Angell is an account executive in the Midwest Territory. Ryan brings more than five years of experience to Temsa in his young career. Ryan most recently was employed by CH Bus Sales and spent time both in the Southeast as well as the Midwest. Ryan is young, eager and willing to be out there supporting his customers and he is considered to be one of the young talents on the Temsa sales team long into the future. Ryan says “ I am very excited to be part of the Temsa team. We have a bright future and I look forward to getting out and taking care of our customers like they deserve. Temsa brings a variety of offerings to the market and that is what I feel is a huge strength and one that eventually will give us a big advantage.”

Mark Santoyo is Temsa’s after sales and spare parts manager. Santoyo has been involved in the bus industry for more than 25 years. He started off in the industry for Greyhound Lines back in 1989 as journeyman technician. Since then he has worked on both sides of the motorcoach business as an operator and retail. Santoyo most recently comes from Coach USA as the western regional director. He says, ”I am committed to providing top rate customer service and quality repairs to provide the ultimate customer service experience.” He also mentioned that he is very excited to be part of the Temsa team and looks forward to the bright future of Temsa and all of their customers.

Neil Wells is the new national parts sales manager. Wells’ experience in the bus industry dates back to 1997 when he joined ABC Companies. He wore several hats at the ABC Florida location before taking a position as the parts manager for the Western region. After six years in the Western region, Wells worked on the ABC Greyhound and Van Hool refurbishment projects for three years.

In 2014, he joined CH Bus Sales as their parts director. While with CH Bus Sales, Wells helped to expand and improve their operations and service levels. He says, “I am now excited to be a part of the team at Temsa North America.”

Deniz Cetin is the Temsa North America country manager. Cetin has more than 15 years of experience in the motorcoach industry, 11 years with Temsa. He is responsible for Temsa’s North American market as well as Central and South America. Cetin played a big role in establishing Temsa North America in the U.S. “Temsa has a lot to offer to the U.S. market and I am very excited about the team we have been building in the U.S. Our plan is to continue to expand our products and services in the U.S. market and stay closer and stronger than ever,” stated Cetin.

New Coach Sales

New Temsa coach sales are doing well. As this is written in early 2019, Temsa North America has both their 45-foot TS 45 coach for sale as well as the popular 35 foot TS 35E. A newer version of the TS 30 is coming and sales will start in the second quarter of 2019. As in the past, the Temsa coaches will use well-regarded components. They will have the features desired by passengers.

Temsa North America is working with customers to provide an attractive price point within the market followed by economy of operation and ongoing support. The new Temsa North American locations will be able to provide the parts, support and service to keep these coaches on the road and earning for their owners.

Pre-Owned Coaches

Pre-owned bus and coach sales will be available at the various Temsa locations. For information, view the details online at temsa.com/us/en/pre-owned.

Temsa Parts Sales

Temsa already has three parts managers working at different locations in the United States to make your parts ordering smooth and efficient. Major parts shipping locations will be located on the West Coast, Midwest and East Coast. This will allow customers to order parts no matter the time of day. Parts orders can be placed by phone at (833) NA-TEMSA [(833)
628-3672] or (407) 807-6950 or online at ­partorders@temsa.com.

Technical Support and Training

Temsa will be offering support and training at customer locations as well as more detailed and formal scheduled sessions at various Temsa locations. Plans are to follow customer deliveries with on-site staff training in their own facilities. This will include “Product Familiarization” training as well as “Preventive Reactive Maintenance” sessions.

Formal training sessions will start in the third quarter of 2019. They will be scheduled at various Temsa locations around the country and will cover various components and systems. Included will be electric and writing, schematics and diagnostics, HVAC systems, suspensions, shock absorbers and air bellows. Information is available by phoning (833) NA-TEMSA or (833) 628-3672. Technical support will be available 24/7.

Customer Support Representatives

As of late March, Temsa already has three customer support representatives on the road. They are located in the West, Midwest and East regions. Two more will come on board soon to provide service for customers located in the Southeast and Southwest regions. In addition to providing support and service,these field tech vans will also carry parts in case customers need any urgent parts.

Temsa Partner Network

In the works is a Temsa partner network. Contracts will be negotiated with independent service providers to support Temsa’s ability to reach customers where they need it the most. These locations and their support are part of Temsa’s plan to become “closer than ever” for their customers. More details will be available in the near future.

Looking Ahead

As this article is being written in March, Temsa is opening their service, support and parts locations. Five initial locations should be open by later in 2019. This includes Orlando, Florida; Egg Harbor, New Jersey; Burlingame, California; and two more locations, one in the Midwest near Chicago and one in the Southwest. Additional locations will be considered for the future and the forthcoming Temsa In addition to the new Temsa locations, parts may be ordered either by phone at (407) 807-6950 or on line at partorders@temsa.com.

Currently, both the 35-foot TS 35E and 45-foot TS 45 coaches are in stock and available to customers. A new 30-foot TS 30 model will be launched in 2019 and sales will start in the second quarter. A battery-electric version of the TS 45 will become available in 2020.

Clearly, Temsa North America shows Temsa’s commitment to the bus market in the United States and Canada.